Electric circuit for controlling trains



(No Model.) 2 Sheets-Sheet 1.

I. E. KINSMAN: ELECTRIC CIRCUIT FOR CONTROLLING TRAINS. No. 504,042.Patented Aug. 29,1893.

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, F. E. KINSMAN.-

ELECTRIC CIRCUIT-FOR GONTROLLIINGYTRAINS5 No. 504,042. Patented Aug. 29,1893.

NIT D STATES.

"PATENT OFFICE.

ELECTRIC CIRCUIT FOR CONTROLLING TRAINS.

SPECIFICATION forming part of Letters Patent No. 504,042, dated August29, 1893.

Application filed January 11, 1892. Serial No. 417,620. (No model.)

To all whom it may concern.-

Be it known that I, FRANK E. KINSMAN, a citizen of the United States,and a resident of Plainfield, in the county of Union and State of NewJersey, have invented certain new and useful Electric Circuits forControlling Trains, of which the following is a specification.

My invention relates, generally speaking, to apparatus for controllingthe movement of vehicles running upon rails which may form the circuitof the controlling magnet.

My invention is designed, among other things, as an improvement uponthat class of circuits wherein the rails of a section of track areemployed in conjunction with an electromagnet and a battery or othergenerator of electricity, and the connection is closed from one rail tothe other by any means as, for instance, by the wheels and axles of avehicle moving on said line of rails for the purpose of changing thepower or condition of the electro-magnet so as to call into operationthe agency or the devices whereby the movement of the train iscontrolled as, for instance, a

semaphore or signal, a means for automatically stopping the train as byapplying the brakes or cutting off the steam, or means for throwing aswitch, or other means by which the movement of the train may becontrolled automatically or otherwise in the manner required. Theinvention is applicable especially to those systems wherein the circuitof the battery or other generator of electricity is normally closedthrough the rails and the controlling or actuating magnet and the actionof the devices closing the circuit from one rail to the other is toshunt current from said magnet,but it is also applicable to those caseswherein the rail circuit is a normally open circuit and the circuit ofthe magnet is closed through the presence of one or more pairs of wheelsand axles on the rails.

One of the objects of my invention is to provide means whereby thedifficulties at present experienced owing to the large resistance of therails may be effectually overcome and to increase the quantity ofcurrent that shall flow in the coils of the electro magnet.

A further object of my invention is to obtain as far as possible auniformity of action in the apparatus for all positions of the circuitclosing axle and wheels upon the section of track in question.

With the present systems where there is a considerable resistance inaline of rails either owing to the resistance of the rail joints or tothe length of section which it is desired to employ, it will be found infor instance the normally closed circuit system that much less currentwill be subtracted by short circuiting from the magnet, when the wheelsand axles for forming the short circuiting action or operation are nearthe end of the section to which the battery is connected, than when theyare near the end which is connected to the battery. My invention notonly tends to obviate this difliculty of want of uniformity in theoperation, but also increases the length of section that may be operatedby a battery of the ordinary size. The same-want of uniformity in actionwould also exist in the case of a normally open circuit, that is to say,a system wherein the presence of a pair of wheels and axles on the lineof rails is required in order to close the circuit of the battery orother generator of electricity connected to the said line of rails.

To this end my invention consists in the combination with the trackcircuit,the electromagnet and the battery or other generator arranged inthe ordinary way, of a supplemental conductor or conductors connected tothe battery and adapted to form a path for the current wholly orpartially independent of the rails themselves. A supplemental conductormay be used for each pole of the generator, or for each line of rails,and may be extended to a greater or less distance as desired along theline of rails attached directly to the terminals of the electro-magnetor to the end of the rail section.

The advantages of my invention are realized in part by using but oneconductor from one side of the circuit, but I prefer to use a conductorfor both sides, and I also prefer to connect the said supplemental orauxiliary conductor to the rails at intervals, greater or less in'extentas circumstances may require. The said supplemental conductors may beconnected as often as once in a thousand feetwhere the electric circuitis of considerable resistance. By this means a uniformity of electricICO ' condition over the whole section of track is obtained, especiallywhere the said supplemental conductors are made of small resistance. Inthe case of a closed circuit system, I may, therefore, by this means,approach the ideal condition of no resistance in the track connectionbetween the generator and the electro-magnet so that the latter will beoperated or affected to practically the same extent for all positions ofthe controlling axle and wheels.

I have herein shown my invention as carried out in connection with anorganization of apparatus designed to operate both the throttle valve orother motive power controlling device and the air brake cook or otherbrake controlling device at or about the same time by the operation ofan electro-magnet or magnets which are included in a circuit on the caror locomotive and are connected with devices by which they may be put inelectrical connection with devices on the roadbed so as to be energizedat the proper time or by devices by which they may be energized in anyother desired manner at the proper time as the car or locomotive passesa certain spot.

In carrying out my invention the electromagnet which is connected to asection of track may be used in any desired manner to control themovement of a train or locomotive, as now well understood in the art,either by a semaphore directly or by relaying a semaphore circuit. Saidelectro-magnet might operate through any other apparatus suitable forcontrolling the movement of the train as, for instance, upon a circuitwhich may be used for operating the brake or the throttlevalve, or forthrowing the switch to throw the train onto a siding, or for giving anaudible signal to the engineer, or for bringing into operation any otherdevice which shall be effective in bringing the train to rest on theoccurrence of the danger condition or switching it from danger.

My invention consists further in the special combinations of circuitshereinafter more particularly described and claimed.

In the accompanying drawings, Figure 1, I have shown my inventiondiagrammatically, the devices on the locomotive being shown in outlinein side elevation. Fig. 2, illustrates a modification in the circuits.Figs. 3 and 4, illustrate other modifications.

In Fig. 1, a, a, indicate the two opposite rails of a section of trackwhich are connected with the coils of an electro-magnet B, in theordinary and well known manner, while the rails are connected to thegenerator of electricity C, such as a galvanic battery the circuit ofwhich is normally completed over the rails and through theelectro-magnet so that the same will be energized when no vehicle isupon the said section of track. When, however, the rails are bridged byan axle and wheels then the current of the battery is short circuitedand the electro-magnet loses its power so that its armature will becaused to move by the influence of a retractor and bring into operationthe desired safety devices or circuits. In connection with said batteryI employ the supplemental conductors d, cl, as indicated, which arepreferably of very low resistance, and which lead from said batteryalong the said section of track. They are preferably connected as shownat intervals to the said section, though it would be possible to omitthe intermediate connections and even to attach the ends directly to thewires which connect the magnet with the rails. It would also be possibleto omit one of the said supplemental conductors. By means of theseconductors the current of the battery may flow without encountering therail resistance to the electro-magnet and charge the same to full power,but as will be obvious the presence of any train or pair of wheels andaxles on the said section of track will effectually short circuit thecurrent from the electro-magnet B.

Fig. 4, illustrates the application of the invention to the case of anormally open rail circuit of the character well understood in the artof railway signaling. In this case the presence of a pair of wheels andaxles or other means for closing the circuit from one rail to the otheris required in order that the magnet may be energized.

I have shown in the diagram Fig.2, amodification of the invention inwhich the battery is connected by a supplemental conductor directly toone pole of the electro-magnet and the connection of the electro-magnetor of said conductor to the section of track at the end opposite thebattery is omitted.

By the use of my invention it will be obvious that longer sections oftrack can be efficiently operated and with a uniformity of result in theaction of the magnet during the movement of the train or vehicle overthe whole section. In other words there will be practically the samemargin of power or ratio of charge in the power of the magnet for allpositions of the short circuiting wheels and axles.

The electro-magnet B, may be employed for any of the purposes usual forcontrolling the movement of trains and in any other desired way forcontrolling such movement, as by throwing a switch, setting a signal,the. It may be employed in connection with other devices and circuits asshown in the diagram, Fig. 1. In this case the armature of theelectromagnet is normally held against a back stop through which acircuit indicated by the numeral 25, is completed. This circuit I termadetector circuit as it is completed through the rails of one side of asection of track which may be either the same section as that to whichthe electro-magnet B, is connected, or any other section. By thisarrangement it is obvious that the said circuit 25, will be interruptednot only when the electro-magnet B, loses its power, but in case thereshould be any interruption of the continuity of the rails themselvesthrough or over which the circuit is completed. Included in said circuitis a second electro-magnet E, which electro-magnet is normally excitedby means of a' battery or other generator of electricity in the detectorcircuit and normally holds up its armature lever so that the circuit 26,connected to the armature lever and back contact stop will be normallyinterrupted. It will, therefore, be obvious, that by this arrangementthe circuit 26, will be closed when the electro-magnet B, is shortcircuited, because in this case the armature lever of B, will drop backand open the circuit 25, and allow the armature of electro-magnet E, todrop back and close circuit 26. The said circuit 26, will be similarlyclosed in case there should be an interruption of the line of railsthrough which the detector circuit 25, is connected because, al* thoughsaid circuit should be kept intact at the contacts of relay B, theelectro-magnet E, would nevertheless lose its power and the armaturethereof would drop back and close circuit 26.

Circuit 26, may be used for controlling the movement of the train on anadjoining or any other section of track, as, for instance, on sections aa ,by any desired means, but preferably, by simultaneously applying thebrakes and shutting off "the steam or other driving power. For thispurpose the circuit 26, is carried on to the locomotive when it comesonto section a by means of the contact rails a a placed on the road bedas described in my prior patent N 0. 405,964.

Pairs of rails a, may be placed at any desired intervals and arranged tobe engaged by arms or brushes F, which are carried by the locomotive andare insulated from'one another and connected to the terminals of acircuit thereon which circuit includes an electro-magnet or magnets G.The said magnet or magnets G, control the operation of the throttlevalve or other controlling device for shutting off the motive power andalso an air brake or other arm orleveror other device or mechanismwhereby the brakes may be conveniently applied.

Two magnets G, might be used each of which would have its armature leverarranged to operate as a trigger or detent to release a lever or arm ofthe controlling mechanism. This mechanism might be constructed as fol;lows:'5, is any suitable throttle valve in the dome of the boiler, whichvalve is connected by a link 6, with a bell-crank lever 7, that in turnconnects with a piston rod 8, the piston 9, of which works in a cylinder10. The cylinder 10, has a port near its rear end to which is connecteda pipe 11, leading to some part of the air brake equipment wherein arelief or other change of the air pressure will cause the brakes to beset in obvious manner. At another point in the cylinder 10, is a portwhich connects with an exhaust pipe 12. The

latter port is in such position as to be uncovered by the piston 9, whenthe latter is moved through the pressure of air allowed to pass into thecylinder 10, through pipe 11. The piston 9, may be also connected withan ordinary hand lever 14, which will be used to shut off the steam andsimultaneously apply the brakes in the usual manner and which said leverworks in connection with a quadrant 15, and automatic catch, in theordinary andwell known way. In the pipe 11, is a cock 16, to which isattached an arm 17. Applied to the arm is a spring 18, or otheractuating power which is norm ally restrained by a detent carried by thearmature lever of the electro-magnet T. This detent may be the end ofthe armature lever which normally is in position to be engaged by theend of the arm 17. When the magnet is excited the arm is released andthe cock 16, turning, opens communication from the pipe 11, so that theair maypass through said pipe and acting on piston 9, may move the samein a direction to cutoff the steam. Immediately after the cutting off ofthe steam or simultaneously therewith, the port connecting with theexhaust 12, is opened so that the air may be allowed to escape freelyfrom pipe 11, and thereby cause the relief or other change of pressurewhich will apply the brakes. I contemplate also taking off steam fromthe boiler or other source for the purpose of operating the piston ofcylinder 10. I do not claim such modification specifically in thisapplication as the same will be made the subject of another applicationfor patent. mechanism for simultaneously applying the brakes and cuttingoff the steam is constructed in the manner shown and claimed in anotherprior application for patent filed by me and is therefore not hereinspecifically claimed.

Any other arrangement of apparatus controlled by the electro magnet ormagnets might be employed for producing the same effect of cutting offthe steam or other driving power and at the same time applying thebrakes. On the closure of the circuit 26, which is charged by abatteryor other generator of electricity, indicated at M, through theinterruption of the circuit thereof through -the coils B, any traincoming upon section a would have its driving power cut 0E and its brakessimultaneously applied in obvious manner, thus insuring the stoppage ofthe train. With the arrangement of circuits herein shown it is obviousthat this stoppage of the train would be effected whenever the sectiona, of the track is occupied at any point by a vehicle. In the samemanner the train would be stopped in casethe detector circuit 25, shouldbe interrupted by the breakage of a rail in the section a, or in theparticular section through the rails of which the circuit 25, iscompleted.

I do not limit myself to any particular form or construction ofelectro-magnet or of the intermediate mechanism whereby the brakes maybe applied and the steam out off, nor do I limit myself to anyparticular way of This TOC

causing current to flow on the locomotive, as any suitable means maybeemployed whereby the current flowing on the circuit 26, may cause theelectro-magnets on the locomotive to be energized.

While I have described my invention as carried out by the use of an airbrake, it is obvious that it might be practiced by using any other formof brake apparatus the actuating or operating power of which can becontrolled in a similar way by the movement of an arm or lever. So alsowhile I have described the use of steam as the driving power it isobvious that a throttle valve or cutoff adapted for controlling anyother motive power agency might be operated in place of the steamthrottle valve in a similar way.

Fig. 3, illustrates a simple arrangement of the circuits wherein themagnet 13, when deenergized is caused to close the circuit to the trackdevices directly instead of through an intermediate magnet. In thisinstance the armature of the electro-magnet is shown arranged to closesuch circuit upon its back stop, circuit being normally kept open by thepower of such magnet. In the case of the normally open track circuit itwould obviously be only necessary to invert the contact through whichthe circuit to the track devices is closed.

The combination of apparatus whereby the throttle and the brake may bebrought into action together by the direct operation of anelectro-magnet as hereinbefore described, is not herein claimed but isbroadly claimed in another application for patent filed by me February24, 1892, Serial No. 422,631.

What I claim as my invention is- 1. In an apparatus for controlling themovement of railway vehicles, the combination with an electro-magnetconnected to the opposite rails of a section of track, of a battery orother generator of electricity connected to the opposite rails of thesaid section, and an auxiliary independent conductor extending from saidgenerator along said section and forming a circuit closed through wheelsand axles of a vehicle on said section and independent to a greater orless extent of the rails for a greater or less portion of the section.

2. The combination of an apparatus for controlling the movement ofrailway trains or vehicles, of a magnet connected to the opposite railsof a section of track,a generator of electricity connected to the samesection, and two supplementary auxiliary conductors leading from saidgenerator and forming a path for the current flowing to the said magnetindependent to a greater or less extent of the rails themselves over agreater or less portion of the section.

3. The combination substantially as described, in an apparatus forcontrolling the movement of railway trains or vehicles, of theelectro-magnet connected to the opposite rails of a section of track, abattery or other generator of electricity connected to the said rails atanother point, and a supplemental conductor or conductors leading fromthe battery or other generator along the section of track and connectedto the track at one or more points.

4:. The combination in an apparatus for controlling the movement ofrailway vehicles, a relay connected to a section of track, a battery orgenerator of electricity connected to the section, a detector circuitformed over the rails of the said section of track and normally keptclosed by the action of said relay, a second electro-magnet in saidrelayed detector circuit, and a third circuit controlled by the latterrelay, as and for the purpose described.

5. The combination, substantially as described, with the rails of asection of track, of an electro magnet connected to one end thereof, abattery connected to the opposite end, a detector circuit formed overthe rails and through the front contact of the armature for said magnet,an electro-magnet in said detector circuit, and a relayed circuitnormally kept open by the latter magnet and connected to circuit closerson the road bed of another section of track.

6. The combination in an apparatus for controlling the movement ofrailway vehicles, of a vehicle having a brake controlling device and 'amotive power controller, an electromagnet or magnets for bringing thesame into operation together,a circuit for said magnets on the vehicle,devices on the road bed of a section of track, an electro-magnetconnected to or with the rails of another section of track, and relaydevices governed by said magnet for controllingthe connections to thedevices on the road-bed of the first named section.

7. The combination substantially as described, with a section of railwaytrack, of an electro-magnet whose opposite terminals are connectedrespectively to the opposite rails, a generator of electricity havingits opposite poles connected to the opposite rails of said section atanother point, a supplemental conductor extending from the saidgenerator connected to the rails at one or more points, and a detectorcircuit formed through the rails and independent of the circuit formedby the said magnet, battery and supplemental conductor.

Signed at New York,in the county of New York and State of New York, this9th day of January, A. D. 1891.

FRANK E. KINSMAN.

\Vitnesses:

WM. H. CAPEL, T. F. CONREY.

